Cooling system for internal combustion engines



June 2, 1942. 4 I. E. ASKE 2,285,248

COOLING SYSTEM FOR INTERNAL COMBUSTION ENGINES Filed Dec. 50, 1959Irviqq E. flake Saw/Mar B9 M2 4 UDa/cL Patented June 2,942

COOLING SYSTEM FOR INTERNAL COMBUSTIQN ENGINES Irving E. Aske,lvfuskegon, Mich.

Application December 30, 1939, Serial No. 311,887

1- Claim. (01. 123-175) My present invention relates to improvement,

in internal combustion engines, and particularly to improvement in themethod of cooling internal combustion engines; and the objects of myimprovement are, first, to improvethe combustion of thegaseous fuelcompressed within the combustion spaces of the engine; second,

to improve operation and promote smooth running of the engine; third, toincrease the power developed by the engine without increasing the fuelconsumed by it; fourth, to decrease the fuel consumption of the enginewithout decreasing the horsepower developed by. it; fifth,

*fpulley IQ; secured to either the crank shaft or cam shaft of theengine. The belt i8 also engages pulley 20 that drives the aircirculating to minimize detonation caused by faulty combustion of thefuel within the engine; sixth, to

improve lubrication of the engines piston and cylinder wall, therebyprolonging cylinder, and piston life; seventh, to red ce the size of thecooling fluid radiator, thereby reducing the quantity of cooling fluidrequired for cooling. the engine; eighth, to, reduce the time requiredfor the engine to reach normal operating temperature; and, ninth, tominimize the amount of sludge formation and water in the lubricat- 25131 designate the fuel inlet and exhaust mani 'folds, 32 the flywheel ofthe engine, 33 the oil ing oil of the lubricating system. 7

I attain these named objects and other objects that appear from aperusal of the following description when taken in connection with theaccompanying drawing and by the structure disclosed thereby. Referringthereto, the figure shows aside elevation partly in section whereby myimproved cooling of internal combustion engines isillustrated; andreferring thereto, similar numerals refer to similar parts and portionsas follows:

Numeral I designates the cylinder block of my engine, the said cylinderblock having therein a plurality of cylinder bores 2 in spaced apartrelation to each other and having surrounding cylinder walls 3 separatedfrom the walls of adjacent cylinders bycooling fluid chambers 4 and 5from the end wall 6, and cooling fluid chamber 1, each of the saidcooling fluid cham bers having outlet passages 8 which extend throughthe upper wall of the cylinder block and cylinder closing face wall ofthe cylinder head 9 into the cooling fluid chamber l thereof, into whichextends at one end of the cooling fluid chamber Ill, sleeve ll of thecooling fluid circulating pump housing l2, having hollow tubular hoseconnector portion l3 and cylindrical bore l4, in which is rotatedcooling fluid impeller l drawing cooling fluid from the top portion ofthe radiator and secured to shaft l6, driven by pulley I'l, engaged byflexible belt l8 engaging Within the cylinder bores 2 are pistons 22.

connected to the crankshaft of the engineby connecting rods 23, wherebythe said crank shaft is turned by the force exerted against the end ofthe engines pistons by the combustion of the fuel charge within thecombustion chambers l." 2!.

I Connected to the cooling fluid chambers of the cylinder block, as .ofchamber 5, is tubular member 24having located at its flanged endthermostat 25 which may be of any well known structure and having theusual valve jwhereby the temperature of the cooling fluid is regulated,

the said valve also having the usual by-pass through which a limitedamount of cooling fluid can flow when the valve is in its closedposition; the member 24 having connection with the lower "1 portion ofthe cooling fluid cooling radiator 26,

by flexible tube 21. The said radiator has therein suitable coolingtubes or passages connected 7 to header 28 to which is connected pumpconnector l3 by flexible tube 29. Numerals 30 and pan and 34a coverenclosing the cylinder head. In, my improved cooling system for internalcombustion engines, the flow of the cooling fluid is in a. continuousreverse. direction from that of .the conventional thermo-syphon flowsystem,

- portion of the cooling fluid chambers of the cylinder block, whereinas it absorbs temperature, it passes into the cooling fluid chamber ofthe cylinder head and therefrom to the upper header portion of theradiator, thus completing ma thermo-syphon flow of cooling fluid cycle.

The cooling fluid in my improved system is forced'to flow by acirculating pump continuously during-operation of the engine from theupper portion of the radiator directly into the cooling fluid chamber ofthe cylinder head;

' bustion chamber 2 where the cooling fluid ab-- wherein it isdistributed and from there flows downwardly through the cooling fluidchambers of the cylinder block between the cylinders, and therefrom intothe lower portion of the radiator. Thus, it will be seen the coldestportion of the cooling. fluid spreads over the top of the comsorbs heatfrom the combustion chamber walls to a greater extent than it does fromthe cylinder walls that it contacts, after having absorbed heat from thecombustion chamber walls. And, as the cooling fluid flows downwardlyaround the cylinder walls, the cooling fluid gradually because of itsheated state cools the cylinder walls less and less until the lowerportion of the walls are reached. Thus it will be seen that thecombustion chamber will be cooled in advance of the upper portion of thecylinder bore and that the temperature of the cylinder bore will besubjected to the cooling influence of a cooling fluid that has beenpreviously heated in its passage downward, thereby bringing about a moreuniform temperature of the cylinder walls.

It is well known that hot water, which is referred to as a coolingfluid, is lighter per unit of bulk than cold water. Therefore, in acooling system of the conventional type, the rapidity of cooling fluidcirculation is assisted by the difference in weight of the cooling fluidbetween the upper and lower limits of temperature. For example, if thetemperature of the cooling fluid in the cylinder head at the top of theengine is 180 degrees Fahrenheit, and in the lower portion of thecylinder block it is 110 degrees Fahrenheit, the buoyant pressureassisting the flow thereof is the difference in the weight of thecooling fluid at those respective temperatures. In my improved coolingsystem, this difference in weight of the cooling fluid becomessubtractive from the pressure generated by the engines circulating fluidpump. Therefore, it becomes evident that the minimum pressure generatedby the pump in my improved cooling system must be greater than thediffer ence in the weights of the cooling fluid between the boiling andfreezing temperatures. Such a condition requires the employment of acooling fluid pump in my improved cooling system, in contrast to thethermo-syphon system as heretofore employed.

Referring to the thermostatically controlled valve, the valve thereofhas through it a by-pass which is of importance during warming up of theengine, since too large an opening will permit too great an amount ofuncontrolled circulation, and too small an opening will restrictcirculation to a degree where the heat generated and temperature reachedin the cylinder head becomes too rapid for the cooling fluid circulationto control, which results in boiling of the cooling fluid, beforeadequate circulation is established through the system.

The size of the by-pass through the thermostatically controlled valve isdetermined by experimentation, as the greater the amount of coolingfluid in the cylinder head, the less can .set by the thermostat.

trol valve is set to begin opening at approximately 120 degreesFahrenheit, and completely open at 140 degrees Fahrenheit. Between thesetemperatures adequate lubrication is had on the cylinder walls andpiston during high atmospheric temperatures, as well as in lowtemperatures, and that substantially no dilution of oil occurs.

In the operation of internal combustion engines having my improvedcooling system, the cooling fluid chambers and radiator are fllled withcooling fluid which may be merely water or any other fluid that can becirculated. After filling, the engine is started in the usual way ofstarting internal combustion engines. When started, the cooling fluidcirculating pump draws cooling fluid from the top of the radiator andforces it into the cylinder head, thereby first cooling the combustionchambers with the coolest water and balance of the cylinder head. Fromthe cylinder head the cooling fluid passes through openings into thecooling fluid chambers surrounding the cylinders, the walls of whichgive off additional heat to the cooling fluid but not sufficient toraise the temperature above that From the cooling fluid chamberssurrounding the cylinders, the cooling fluid is conducted past thethermostatically controlled valve to the lower portion of the radiatorwhere it is cooled as it passes upward toward the top of the radiatorand from where it is again drawn and delivered to the engine, thuscompleting a cycle that is repeated as long as the engine is inoperation.

Having described my invention, the rights which I desire to secure areset forth in the claim as follows:

A cooling system for internal combustion engines, the combinationcomprising a cylinder block having a plurality of cylinder borestherein, a cooling fluid chamber extending around and having a portionextending between the said bores and having a cooling fluid inlet at theupper portion thereof, a cooling fluid outlet at r the lower portion andextending from a cooling fluid chamber portion between two of saidcylinders, a radiator in spaced apart relation to the said cylinderblock, a tubular connection extending from the said cooling fluid outletof the cylinder block to the lower portion of the radiator, the saidconnection having therein a thermostatically controlled valve, acylinder head closing the said cylinder bore and having a cooling fluidchamber connected to the cooling fluid chamber of the said cylinderblock, a cooling fluid circube the size of the bY-pass opening for agiven pump pressure, as more time would be available for conducting awaythe hot cooling fluid from the cylinder head to the chambers of thecylinder block, and thereafter to the thermostatically controlled valve.The size of the opening of the by-pass is also affected by the ratio ofthe cylinder head cooling fluid valume to that of the chambers of thecylinder block.

It has been found that best results in engine performance are had whenthe thermostat conlation pump secured to the cylinder head for drawingcooling fluid from the said radiator and delivering it to the said headand having extending therefrom, tubular connection with the upperportion of the said radiator, whereby cooling fluid is caused to flowfrom the upper portion of the radiator to the cooling fluid chamber ofthe cylinder head, thence into the upper portion of the cooling fluidchamber within the cylinder block and therefrom back to the saidradiator in controlled quantity, whereby the cylinder head of the engineis cooled in advance of the cylinder block.

IRVING E. ASKE.

